US10807484B2 - Hybrid vehicle and method of controlling the same - Google Patents

Hybrid vehicle and method of controlling the same Download PDF

Info

Publication number
US10807484B2
US10807484B2 US15/859,911 US201815859911A US10807484B2 US 10807484 B2 US10807484 B2 US 10807484B2 US 201815859911 A US201815859911 A US 201815859911A US 10807484 B2 US10807484 B2 US 10807484B2
Authority
US
United States
Prior art keywords
storage device
power storage
power
region
use region
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active, expires
Application number
US15/859,911
Other versions
US20180201149A1 (en
Inventor
Shigeki Kinomura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KINOMURA, SHIGEKI
Publication of US20180201149A1 publication Critical patent/US20180201149A1/en
Application granted granted Critical
Publication of US10807484B2 publication Critical patent/US10807484B2/en
Active legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B60L11/1862—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0089—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor

Definitions

  • the disclosure relates to a hybrid vehicle configured to be able to execute operation (which will be called “external charging”) to charge an on-board power storage device with electric power received from outside the vehicle, and a method of controlling the hybrid vehicle.
  • JP 2013-41324 A a power feeding station capable of supplying electric power for use in external charging, to electric vehicles.
  • the power feeding station gives an incentive for execution of external charging, to users of the electric vehicles, by discounting an external charge fee, according to electric power supply and demand conditions in the station.
  • Electrically powered vehicles configured to be able to execute external charging include hybrid vehicles (so-called plug-in hybrid vehicles), as well as electric vehicles.
  • the electric vehicle uses only electric power of the power storage device as an energy source; therefore, if the power storage device cannot be externally charged, and is totally drained of electric power, the electric vehicle becomes unable to travel.
  • external charging is essential to traveling of the electric vehicle. Accordingly, it is possible to give a sufficient incentive for execution of external charging, to the user of the electric vehicle, merely by discounting the external charge fee as described in JP 2013-41324 A.
  • the hybrid vehicle uses fuel (fossil fuel or hydrogen fuel) in a fuel tank, in addition to electric power of the power storage device, as energy sources; therefore, there is a concern that an incentive for execution of external charging may not be sufficiently given to the user of the hybrid vehicle, only by discounting the external charge fee. More specifically, the hybrid vehicle is able to travel with fuel supplied thereto, even if it cannot be externally charged; thus, external charging is not essential to the hybrid vehicle. Therefore, some users of hybrid vehicles do not very often carry out external charging, and simply discounting the external charge fee may be insufficient to encourage such users to carry out external charging.
  • the hybrid vehicle selectively travels in a motor drive mode using only electric power of the power storage device, or a hybrid drive mode using both the electric power of the power storage device and fuel in a fuel tank.
  • the hybrid vehicle travels in the motor drive mode, there arise some advantages that the fuel consumption efficiency is improved, and the amount of emission of carbon dioxide and air pollution gas caused by combustion of the fossil fuel can be reduced, as compared with the case where the hybrid vehicle travels in the hybrid drive mode.
  • the user does not very often carry out external charging, there is a concern that the above advantageous may be detracted. Accordingly, it is desirable for the user of the hybrid vehicle to be positively provided with an incentive for execution of external charging, so as to yield the above advantages.
  • the object of the disclosure is to provide a hybrid vehicle that is configured to be able to be externally charged, and positively gives the user of the hybrid vehicle an incentive for execution of external charging, and a method of controlling the hybrid vehicle.
  • a hybrid vehicle includes: a power storage device that stores electric power used for traveling, a power receiving unit that receives electric power for use in external charging from outside the vehicle; and an electronic control unit is configured to execute a restricting operation to restrict a control use region of the power storage device.
  • the power storage device is configured to be externally charged with the electric power received by the power receiving unit.
  • the electronic control unit when the frequency of execution of the external charging is larger than a threshold value, the electronic control unit is configured to execute an expanding operation such that the control use region becomes larger than that in the case where the frequency of execution of the external charging is smaller than the threshold value.
  • the expanding operation is an operation to expand the control use region of the power storage device by easing a restriction placed by the restricting operation.
  • the expanding operation is executed so as to ease restrictions placed by the restricting operation, and expand the control use region of the power storage device. Namely, through the restricting operation, the control use region of the power storage device is restricted in advance to be smaller than the original potential (the useable range determined in view of protection of components). However, if the user frequently carries out external charging, it is possible to expand the control use region of the power storage device (to be close to the original potential) by easing the restrictions. As a result, an incentive for execution of external charging can be positively given to the user of the hybrid vehicle.
  • the restricting operation may include operation to restrict a control use region of a state of charge of the power storage device
  • the expanding operation may include operation to expand the control use region of the state of charge by easing a restriction placed by the restricting operation.
  • the control use region of the state of charge (SOC) is expanded by the expanding operation.
  • the user is able to extend or increase the distance over which the vehicle travels in a motor drive mode, by frequently carrying out external charging. It is thus possible to give the incentive for frequent execution of external charging to the user, so as to increase the distance over which the vehicle travels in the motor drive mode.
  • the restricting operation may include at least one of an operation to restrict an upper-limit value of a control use region of output power of the power storage device, and an operation to restrict an upper-limit value of a control use region of input power of the power storage device.
  • the expanding operation may include at least one of an operation to expand the control use region of the output power by easing a restriction placed by the restricting operation, and an operation to expand the control use region of the input power by easing a restriction placed by the restricting operation.
  • a second aspect of the disclosure is concerned with a method of controlling a hybrid vehicle.
  • the hybrid vehicle includes a power storage device that stores electric power used for traveling, a power receiving unit that receives electric power for use in external charging from outside the vehicle, and an electronic control unit.
  • the power storage device is configured to be externally charged with the electric power received by the power receiving unit.
  • the method includes: executing, by the electronic control unit, a restricting operation to restrict a control use region of the power storage device, and executing, by the electronic control unit, an expanding operation, when the frequency of execution of the external charging is larger than a threshold value, such that the control use region becomes larger than that in the case where the frequency of execution of the external charging is smaller than the threshold value.
  • the expanding operation is an operation to expand the control use region of the power storage device by easing a restriction placed by the restricting operation.
  • FIG. 1 is a view schematically showing one example of the overall configuration of a vehicle
  • FIG. 2 is a flowchart illustrating one example of a control routine of an electronic control unit according to one embodiment
  • FIG. 3 is a view schematically showing one example of a normal region ⁇ S 1 and an expanded region ⁇ S 2 of a practical SOC region of a power storage device;
  • FIG. 4 is a flowchart illustrating one example of a control routine of the electronic control unit according to a first modified example.
  • FIG. 5 is a view schematically showing one example of upper-limit values Wout (normal value Wout 1 , expanded value is Wout 2 ) of a practical output region of the power storage device, and upper-limit values Win (normal value Win 1 , expanded value Win 2 ) of a practical input region of the power storage device.
  • FIG. 1 schematically shows one example of the overall configuration of a vehicle 10 according to this embodiment.
  • the vehicle 10 is a hybrid vehicle (so-called plug-in hybrid vehicle) configured to be able to be externally charged, namely, charged with electric power from outside the vehicle.
  • a hybrid vehicle so-called plug-in hybrid vehicle
  • the vehicle 10 includes an inlet 13 , charger 14 , electric power storage device 15 , motor drive unit 16 , HMI (Human Machine Interface) unit 18 , electronic control unit 19 , engine 20 , fuel tank 21 , and an oil filler port 22 .
  • HMI Human Machine Interface
  • the inlet 13 is configured to be able to be connected to a power feeding equipment 40 outside the vehicle, and receives electric power used for external charging, from the power feeding equipment 40 .
  • the charger 14 operates according to a control signal from the electronic control unit 19 , and externally charges, the power storage device 15 with electric power supplied from the power feeding, equipment 40 .
  • the power storage device 15 is a secondary battery, such as a nickel hydride battery or a lithium-ion battery.
  • the power storage device 15 may also be a large-capacity capacitor.
  • the motor drive unit 16 generates vehicle driving force, using electric power supplied from the power storage device 15 .
  • the motor drive unit 16 includes a motor generator mechanically connected to drive wheels, and a power control unit (such as an inverter) that controls the amount of electric current passed through the motor-generator.
  • the output of the motor drive unit 16 i.e., the amount of electric current passed through the motor-generator
  • the motor drive unit 16 may include one motor-generator, or two or more motor-generators.
  • the HMI unit 18 provides various kinds of information to the user, and receives operations executed by the user.
  • the HMI unit 18 includes a display(s), speaker(s), and so forth, provided in the vehicle cabin.
  • a display and a speaker of a navigation system may also be used as the HMI unit 18 .
  • the oil filler port 22 is configured to be able to be connected to a refueling equipment 50 outside the vehicle.
  • the fuel tank 21 stores fossil fuel (such as gasoline, light oil, or natural gas) supplied from the refueling equipment 50 .
  • the engine 20 generates power, using the fuel supplied from the fuel tank 21 .
  • the output of the engine 20 is controlled according to a control signal from the electronic control unit 19 .
  • the engine 20 may be used for generating electric power, or driving the vehicle, or both generating electric power and driving the vehicle.
  • the electronic control unit 19 incorporates a CPU and a memory (not shown), and controls each device (e.g., the charger 14 , motor drive unit 16 , HMI unit 18 , and the engine 20 ) of the vehicle 10 , based on information stored in the memory and information from each sensor.
  • each device e.g., the charger 14 , motor drive unit 16 , HMI unit 18 , and the engine 20 .
  • the vehicle 10 is basically configured to travel in a motor drive mode (EV drive mode), using the motor drive unit 16 while stopping the engine 20 , until the state of charge (SOC) of the power storage device 15 becomes less than a predetermined value.
  • EV drive mode motor drive mode
  • SOC state of charge
  • the engine 20 is operated, and the vehicle 10 travels in a hybrid drive mode (HV drive mode), using both the engine 20 and the motor drive unit 16 .
  • the vehicle 10 travels with electric power of the power storage device 15 during traveling in the EV drive mode, and travels with both electric power of the power storage device 15 and the fuel of the fuel tank 21 , during traveling in the HV drive mode.
  • the vehicle 10 of this embodiment uses both the electric power of the power storage device 15 and the fuel of the fuel tank 21 as energy sources. Therefore, the vehicle 10 can travel with the fuel supplied to the fuel tank 21 , even if external charging is not carried out, and the power storage device 15 is totally drained of electric power. Accordingly, some users of the vehicle 10 may not very often carry out external charging.
  • the vehicle 10 is basically configured to travel in the EV drive mode without using the fuel, until the SOC becomes less than the predetermined value, and travel in the HV drive mode using the fuel, after the SOC becomes less than the predetermined value, as described above. Accordingly, if the user positively carries out external charging, so as to cause the vehicle 10 to travel in the EV drive mode, the fuel consumption is suppressed or reduced, which leads to advantages, such as improvement of the fuel efficiency, and reduction in the amount of discharge of carbon dioxide CO 2 and air pollution gas (e.g., CO, HC, NOx). However, if the user does not very often carry out external charging, it is difficult to yield the above advantages.
  • CO 2 and air pollution gas e.g., CO, HC, NOx
  • the electronic control unit 19 of this embodiment executes “restricting operation” to restrict the SOC region for use in control (which will also be called “control use region of SOC” or “practical SOC region”) of the power storage device 15 , to a smaller region than the original potential (the usable SOC region determined in terms of component protection). Then, the electronic control unit 19 determines whether the user positively utilizes EV traveling, by carrying out external charging. If the electronic control unit 19 determines that the user positively utilizes EV traveling, it eases restrictions placed by the restricting operation, thereby to execute “expanding operation” to expand the practical SOC region.
  • the practical SOC region is restricted in advance to a smaller region than the original potential by the restricting operation; however, if the user frequently carries out external charging, it is possible to expand the practical SOC region, and extend or increase the distance (that will be referred to as “EV travelable distance”) over which the vehicle 10 can travel in the EV drive mode.
  • EV travelable distance the distance over which the vehicle 10 can travel in the EV drive mode.
  • FIG. 2 is a flowchart illustrating one example of a control routine executed by the electronic control unit 19 when it provides the user with the incentive for external charging.
  • the control routine of the flowchart of FIG. 2 is repeatedly executed at given time intervals.
  • the electronic control unit 19 determines whether the frequency of execution of external charging is larger than a threshold value (step S 10 ). This step is provided for determining whether the user positively utilizes EV traveling by carrying out external charging.
  • the “frequency of execution of external charging” is, for example, the number of times of execution of external charging over an immediate predetermined period.
  • the electronic control unit 19 sets the practical SOC region to a normal region ⁇ S 1 (step S 14 ). As a result, the control use region of the SOC is restricted to the normal region ⁇ S 1 .
  • the electronic control unit 19 sets the practical SOC region to an expanded region ⁇ S 2 that is larger than the normal region ⁇ S 1 , and informs the user of the expansion of the SOC region, via the HMI unit 18 (step S 12 ).
  • the practical SOC region is restricted to the expanded region ⁇ S 2 . Since the expanded region ⁇ S 2 is larger than the normal region ⁇ S 1 , it is possible to expand the practical SOC region, and increase the EV travelable distance, as compared with the case where the practical SOC region is restricted to the normal region ⁇ S 1 . As a result, the incentive for external charging can be given to the user.
  • step S 12 and step S 14 correspond to the “restricting operation” as described above, and step S 12 corresponds to the “expanding operation” as described above.
  • FIG. 3 schematically shows one example of the practical SOC region (normal region ⁇ S 1 ) set in step S 14 of FIG. 2 , and the practical SOC region (expanded region ⁇ S 2 ) set in step S 12 of FIG. 2 .
  • the normal region ⁇ S 1 is an SOC region that is equal to or higher than the lower limit SL 1 and equal to or lower than the upper limit SU 1
  • the expanded region ⁇ S 2 is an SOC region that is equal to or higher than the lower limit SL 2 and equal to or lower than the upper limit SU 2 .
  • the normal region ⁇ S 1 and the expanded region ⁇ S 2 are both restricted by control operation to smaller regions than the original potential (a region from Smin to Smax).
  • the expanded region ⁇ S 2 is less restricted by the control operation than the normal region ⁇ S 1 . More specifically, the lower limit SL 2 of the expanded region. ⁇ S 2 is set to a smaller value than the lower limit SL 1 of the normal region ⁇ S 1 , and the upper limit SU 2 of the expanded region ⁇ S 2 is set to a larger value than the upper limit SU 1 of the normal region ⁇ S 1 . In this manner, the expanded region ⁇ S 2 is expanded to be larger than the normal region ⁇ S 1 ; as a result, it is possible to increase, the EV travelable distance.
  • the electronic control unit 19 of this embodiment eases or reduces restrictions placed by the control operation, so as to expand the practical SOC region from the normal region ⁇ S 1 to the expanded region ⁇ S 2 . Therefore, the user of the vehicle 10 can expand the practical SOC region and increase the EV travelable distance, by frequently executing external charging. As a result, it is possible to provide the user with an incentive to frequently carry out external charting so as to increase the EV travelable distance.
  • the incentive for external charging is provided by expanding the practical SOC region.
  • the incentive for external charging is not limitedly provided by expanding the practical SOC region.
  • the incentive for external charging may be provided by expanding at least one of a control use region (which will also be called “practical output region”) of output power of the power storage device 15 , and a control use region (which will also be called “practical input region”) of input power of the power storage device 15 .
  • FIG. 4 is a flowchart illustrating one example of a control routine executed by the electronic control unit 19 according to a first modified example when the electronic control unit 19 provides the user with the incentive for external charging.
  • the electronic control unit 19 determines whether the frequency of execution of external charging is larger than the threshold value (step S 10 ). This step is the same as step S 10 of FIG. 2 , and therefore, will not be repeatedly described in detail.
  • the electronic control unit 19 sets an upper-limit value Wout of the practical output region and an upper-limit value Win of the practical input region to normal values Wout 1 , Win 1 , respectively (step S 24 ).
  • the practical output region is restricted to a region equal to or smaller than the normal value Wout 1
  • the practical input region is restricted to a region equal to or smaller than the normal value Win 1 .
  • the electronic control unit 19 sets an upper-limit value Wout of the practical output region to an expanded value Wout 2 that is larger in magnitude than the normal value Wout 1 , and sets an upper-limit value Win of the practical input region to an expanded value Win 2 that is larger in magnitude than the normal value Win 1 .
  • the electronic control unit 19 also in the user of the setting, using the HMI unit 18 (step S 22 ).
  • FIG. 5 schematically shows one example of the upper-limit values Wout (normal value Wout 1 , expanded value Wout 2 ) of the practical output region of the power storage device 15 , and the upper-limit values Win (normal value Win 1 , expanded value Win 2 ) of the practical input region of the power storage device 15 .
  • the normal values Wout 1 , Win 1 shown in FIG. 5 are values set in step S 24 of FIG. 4 .
  • the expanded values Wout 2 , Win 2 shown in FIG. 5 are values set in step S 22 of FIG. 4 .
  • the horizontal axis indicates the temperature of the power storage device 15
  • the upper side of the vertical axis indicates the output power of the power storage device 15
  • the lower side of the vertical axis indicates the input power of the power storage device 15 .
  • the practical output region is a region in which the magnitude (in watts) of the output power of the power storage device 15 is equal to or smaller than the upper-limit value Wout (normal value Wout 1 or expanded value Wout 2 ).
  • the practical input region is a region in which the magnitude (in watts) of the input power of the power storage device 15 is equal to or smaller than the upper-limit value Win (normal value Win 1 or expanded value Win 2 ).
  • the normal values Wout 1 , Win 1 and the expanded values Wout 2 , Win 2 are all restricted by control operation to values smaller in magnitude than those (Woutmax, Winmax) of the original potential.
  • the expanded value Win 2 is less restricted by control operation than the normal value Win 1 . More specifically, the magnitude of the expanded value Win 2 is set to a larger value than the magnitude of the normal value Win 1 . As a result, the practical input region in the case where the expanded value Win 2 is set is larger than the practical input region in the case where the normal value Win 1 is set. Thus, regenerative power generated by the motor-generator can be increased, and a larger amount of regenerative power can be collected into the power storage device 15 .
  • the incentive for frequent execution of external charging can be given to the user, so as to increase the acceleration power and regenerative power generated by the motor-generator, and thus improve the driveability.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)

Abstract

A hybrid vehicle includes a power storage device that stores electric power for traveling, an inlet that receives electric power for use in external charging, and a electronic control unit that performs restricting operation to restrict a practical state of charge region of the power storage device used for control. When the frequency of execution of external charging is smaller than a threshold value, the electronic control unit sets the practical state of charge region to a normal region. When the frequency of execution of external charging is larger than the threshold value, the electronic control unit performs an expanding operation to expand the practical state of charge region from the normal region to an expanded region, by easing restrictions placed by the restricting operation.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims priority to Japanese Patent Application No. 2017-007458 filed on Jan. 19, 2017, which is incorporated herein by reference in its entirety including the specification, drawings and abstract.
BACKGROUND 1. Technical Field
The disclosure relates to a hybrid vehicle configured to be able to execute operation (which will be called “external charging”) to charge an on-board power storage device with electric power received from outside the vehicle, and a method of controlling the hybrid vehicle.
2. Description of Related Art
In recent years, electric vehicles have been widely prevailing. In Japanese Patent Application Publication No. 2013-41324 (JP 2013-41324 A), a power feeding station capable of supplying electric power for use in external charging, to electric vehicles, is disclosed. The power feeding station gives an incentive for execution of external charging, to users of the electric vehicles, by discounting an external charge fee, according to electric power supply and demand conditions in the station.
SUMMARY
Electrically powered vehicles configured to be able to execute external charging include hybrid vehicles (so-called plug-in hybrid vehicles), as well as electric vehicles.
The electric vehicle uses only electric power of the power storage device as an energy source; therefore, if the power storage device cannot be externally charged, and is totally drained of electric power, the electric vehicle becomes unable to travel. Thus, external charging is essential to traveling of the electric vehicle. Accordingly, it is possible to give a sufficient incentive for execution of external charging, to the user of the electric vehicle, merely by discounting the external charge fee as described in JP 2013-41324 A.
On the other hand, the hybrid vehicle uses fuel (fossil fuel or hydrogen fuel) in a fuel tank, in addition to electric power of the power storage device, as energy sources; therefore, there is a concern that an incentive for execution of external charging may not be sufficiently given to the user of the hybrid vehicle, only by discounting the external charge fee. More specifically, the hybrid vehicle is able to travel with fuel supplied thereto, even if it cannot be externally charged; thus, external charging is not essential to the hybrid vehicle. Therefore, some users of hybrid vehicles do not very often carry out external charging, and simply discounting the external charge fee may be insufficient to encourage such users to carry out external charging.
Also, the hybrid vehicle selectively travels in a motor drive mode using only electric power of the power storage device, or a hybrid drive mode using both the electric power of the power storage device and fuel in a fuel tank. In the case where external charging is executed, and the hybrid vehicle travels in the motor drive mode, there arise some advantages that the fuel consumption efficiency is improved, and the amount of emission of carbon dioxide and air pollution gas caused by combustion of the fossil fuel can be reduced, as compared with the case where the hybrid vehicle travels in the hybrid drive mode. However, if the user does not very often carry out external charging, there is a concern that the above advantageous may be detracted. Accordingly, it is desirable for the user of the hybrid vehicle to be positively provided with an incentive for execution of external charging, so as to yield the above advantages.
The object of the disclosure is to provide a hybrid vehicle that is configured to be able to be externally charged, and positively gives the user of the hybrid vehicle an incentive for execution of external charging, and a method of controlling the hybrid vehicle.
A hybrid vehicle according to a first aspect of the disclosure includes: a power storage device that stores electric power used for traveling, a power receiving unit that receives electric power for use in external charging from outside the vehicle; and an electronic control unit is configured to execute a restricting operation to restrict a control use region of the power storage device. The power storage device is configured to be externally charged with the electric power received by the power receiving unit. In the hybrid vehicle, when the frequency of execution of the external charging is larger than a threshold value, the electronic control unit is configured to execute an expanding operation such that the control use region becomes larger than that in the case where the frequency of execution of the external charging is smaller than the threshold value. The expanding operation is an operation to expand the control use region of the power storage device by easing a restriction placed by the restricting operation.
In the hybrid vehicle as described above, when the frequency of execution of external charging is larger than the threshold value, the expanding operation is executed so as to ease restrictions placed by the restricting operation, and expand the control use region of the power storage device. Namely, through the restricting operation, the control use region of the power storage device is restricted in advance to be smaller than the original potential (the useable range determined in view of protection of components). However, if the user frequently carries out external charging, it is possible to expand the control use region of the power storage device (to be close to the original potential) by easing the restrictions. As a result, an incentive for execution of external charging can be positively given to the user of the hybrid vehicle.
In the hybrid vehicle, the restricting operation may include operation to restrict a control use region of a state of charge of the power storage device, and the expanding operation may include operation to expand the control use region of the state of charge by easing a restriction placed by the restricting operation.
With the above configuration, the control use region of the state of charge (SOC) is expanded by the expanding operation. Thus, the user is able to extend or increase the distance over which the vehicle travels in a motor drive mode, by frequently carrying out external charging. It is thus possible to give the incentive for frequent execution of external charging to the user, so as to increase the distance over which the vehicle travels in the motor drive mode.
In the hybrid vehicle, the restricting operation may include at least one of an operation to restrict an upper-limit value of a control use region of output power of the power storage device, and an operation to restrict an upper-limit value of a control use region of input power of the power storage device. The expanding operation may include at least one of an operation to expand the control use region of the output power by easing a restriction placed by the restricting operation, and an operation to expand the control use region of the input power by easing a restriction placed by the restricting operation.
With the above configuration, when the user frequently carries out external charging, it is possible to increase acceleration power generated by a motor, by easing a restriction on the upper-limit value of the output power of the power storage device, and/or increase regenerative power generated by the motor, by easing a restriction on the upper-limit value of the input power of the power storage device, so that a larger amount of regenerative power can be collected into the power storage device. Thus, it is possible to give an incentive for frequent external charging to the user, so as to increase at least one of the acceleration power and regenerative power generated by the motor.
A second aspect of the disclosure is concerned with a method of controlling a hybrid vehicle. The hybrid vehicle includes a power storage device that stores electric power used for traveling, a power receiving unit that receives electric power for use in external charging from outside the vehicle, and an electronic control unit. The power storage device is configured to be externally charged with the electric power received by the power receiving unit. The method includes: executing, by the electronic control unit, a restricting operation to restrict a control use region of the power storage device, and executing, by the electronic control unit, an expanding operation, when the frequency of execution of the external charging is larger than a threshold value, such that the control use region becomes larger than that in the case where the frequency of execution of the external charging is smaller than the threshold value. The expanding operation is an operation to expand the control use region of the power storage device by easing a restriction placed by the restricting operation.
BRIEF DESCRIPTION OF THE DRAWINGS
Features, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:
FIG. 1 is a view schematically showing one example of the overall configuration of a vehicle;
FIG. 2 is a flowchart illustrating one example of a control routine of an electronic control unit according to one embodiment;
FIG. 3 is a view schematically showing one example of a normal region ΔS1 and an expanded region ΔS2 of a practical SOC region of a power storage device;
FIG. 4 is a flowchart illustrating one example of a control routine of the electronic control unit according to a first modified example; and
FIG. 5 is a view schematically showing one example of upper-limit values Wout (normal value Wout1, expanded value is Wout2) of a practical output region of the power storage device, and upper-limit values Win (normal value Win1, expanded value Win2) of a practical input region of the power storage device.
 DETAILED DESCRIPTION OF EMBODIMENTS
One embodiment of the disclosure will be described in detail with reference to the drawings. In the drawings, the same reference numerals are assigned to the same or corresponding portions or components, of which explanation will not be repeated.
FIG. 1 schematically shows one example of the overall configuration of a vehicle 10 according to this embodiment. The vehicle 10 is a hybrid vehicle (so-called plug-in hybrid vehicle) configured to be able to be externally charged, namely, charged with electric power from outside the vehicle.
The vehicle 10 includes an inlet 13, charger 14, electric power storage device 15, motor drive unit 16, HMI (Human Machine Interface) unit 18, electronic control unit 19, engine 20, fuel tank 21, and an oil filler port 22.
The inlet 13 is configured to be able to be connected to a power feeding equipment 40 outside the vehicle, and receives electric power used for external charging, from the power feeding equipment 40. The charger 14 operates according to a control signal from the electronic control unit 19, and externally charges, the power storage device 15 with electric power supplied from the power feeding, equipment 40.
The power storage device 15 is a secondary battery, such as a nickel hydride battery or a lithium-ion battery. The power storage device 15 may also be a large-capacity capacitor.
The motor drive unit 16 generates vehicle driving force, using electric power supplied from the power storage device 15. The motor drive unit 16 includes a motor generator mechanically connected to drive wheels, and a power control unit (such as an inverter) that controls the amount of electric current passed through the motor-generator. The output of the motor drive unit 16 (i.e., the amount of electric current passed through the motor-generator) is controlled according to a control signal from the electronic control unit 19. The motor drive unit 16 may include one motor-generator, or two or more motor-generators.
The HMI unit 18 provides various kinds of information to the user, and receives operations executed by the user. The HMI unit 18 includes a display(s), speaker(s), and so forth, provided in the vehicle cabin. For example, a display and a speaker of a navigation system (not shown) may also be used as the HMI unit 18.
The oil filler port 22 is configured to be able to be connected to a refueling equipment 50 outside the vehicle. The fuel tank 21 stores fossil fuel (such as gasoline, light oil, or natural gas) supplied from the refueling equipment 50. The engine 20 generates power, using the fuel supplied from the fuel tank 21. The output of the engine 20 is controlled according to a control signal from the electronic control unit 19. The engine 20 may be used for generating electric power, or driving the vehicle, or both generating electric power and driving the vehicle.
The electronic control unit 19 incorporates a CPU and a memory (not shown), and controls each device (e.g., the charger 14, motor drive unit 16, HMI unit 18, and the engine 20) of the vehicle 10, based on information stored in the memory and information from each sensor.
In this embodiment, the vehicle 10 is basically configured to travel in a motor drive mode (EV drive mode), using the motor drive unit 16 while stopping the engine 20, until the state of charge (SOC) of the power storage device 15 becomes less than a predetermined value. After the SOC of the power storage device 15 becomes less than the predetermined value, the engine 20 is operated, and the vehicle 10 travels in a hybrid drive mode (HV drive mode), using both the engine 20 and the motor drive unit 16. The vehicle 10 travels with electric power of the power storage device 15 during traveling in the EV drive mode, and travels with both electric power of the power storage device 15 and the fuel of the fuel tank 21, during traveling in the HV drive mode.
As described above, the vehicle 10 of this embodiment uses both the electric power of the power storage device 15 and the fuel of the fuel tank 21 as energy sources. Therefore, the vehicle 10 can travel with the fuel supplied to the fuel tank 21, even if external charging is not carried out, and the power storage device 15 is totally drained of electric power. Accordingly, some users of the vehicle 10 may not very often carry out external charging.
If the user of the vehicle 10 does not very often carry out external charging, there is a concern that advantages of the plug-in hybrid vehicle are detracted. More specifically, the vehicle 10 is basically configured to travel in the EV drive mode without using the fuel, until the SOC becomes less than the predetermined value, and travel in the HV drive mode using the fuel, after the SOC becomes less than the predetermined value, as described above. Accordingly, if the user positively carries out external charging, so as to cause the vehicle 10 to travel in the EV drive mode, the fuel consumption is suppressed or reduced, which leads to advantages, such as improvement of the fuel efficiency, and reduction in the amount of discharge of carbon dioxide CO2 and air pollution gas (e.g., CO, HC, NOx). However, if the user does not very often carry out external charging, it is difficult to yield the above advantages.
In view of the above points, the electronic control unit 19 of this embodiment executes “restricting operation” to restrict the SOC region for use in control (which will also be called “control use region of SOC” or “practical SOC region”) of the power storage device 15, to a smaller region than the original potential (the usable SOC region determined in terms of component protection). Then, the electronic control unit 19 determines whether the user positively utilizes EV traveling, by carrying out external charging. If the electronic control unit 19 determines that the user positively utilizes EV traveling, it eases restrictions placed by the restricting operation, thereby to execute “expanding operation” to expand the practical SOC region.
In the manner as described above, it is possible to positively provide the user of the vehicle 10 with an incentive (that will be called “incentive for external charging”) for execution of external charging. More specifically, in the vehicle 10, the practical SOC region is restricted in advance to a smaller region than the original potential by the restricting operation; however, if the user frequently carries out external charging, it is possible to expand the practical SOC region, and extend or increase the distance (that will be referred to as “EV travelable distance”) over which the vehicle 10 can travel in the EV drive mode. Thus, it is possible to provide the user who frequently carries out external charging, with the incentive that makes it possible to increase the EV travelable distance.
FIG. 2 is a flowchart illustrating one example of a control routine executed by the electronic control unit 19 when it provides the user with the incentive for external charging. The control routine of the flowchart of FIG. 2 is repeatedly executed at given time intervals.
The electronic control unit 19 determines whether the frequency of execution of external charging is larger than a threshold value (step S10). This step is provided for determining whether the user positively utilizes EV traveling by carrying out external charging. The “frequency of execution of external charging” is, for example, the number of times of execution of external charging over an immediate predetermined period.
If it is not determined that the frequency of execution of external charging is larger than the threshold value (NO in step S10), the electronic control unit 19 sets the practical SOC region to a normal region ΔS1 (step S14). As a result, the control use region of the SOC is restricted to the normal region ΔS1.
If it is determined that the frequency of execution of external charging is larger than the threshold value (YES in step S10), the electronic control unit 19 sets the practical SOC region to an expanded region ΔS2 that is larger than the normal region ΔS1, and informs the user of the expansion of the SOC region, via the HMI unit 18 (step S12). As a result, the practical SOC region is restricted to the expanded region ΔS2. Since the expanded region ΔS2 is larger than the normal region ΔS1, it is possible to expand the practical SOC region, and increase the EV travelable distance, as compared with the case where the practical SOC region is restricted to the normal region ΔS1. As a result, the incentive for external charging can be given to the user.
In FIG. 2, step S12 and step S14 correspond to the “restricting operation” as described above, and step S12 corresponds to the “expanding operation” as described above.
FIG. 3 schematically shows one example of the practical SOC region (normal region ΔS1) set in step S14 of FIG. 2, and the practical SOC region (expanded region ΔS2) set in step S12 of FIG. 2.
As shown in FIG. 3, the normal region ΔS1 is an SOC region that is equal to or higher than the lower limit SL1 and equal to or lower than the upper limit SU1, and the expanded region ΔS2 is an SOC region that is equal to or higher than the lower limit SL2 and equal to or lower than the upper limit SU2.
The normal region ΔS1 and the expanded region ΔS2 are both restricted by control operation to smaller regions than the original potential (a region from Smin to Smax).
However, the expanded region ΔS2 is less restricted by the control operation than the normal region ΔS1. More specifically, the lower limit SL2 of the expanded region. ΔS2 is set to a smaller value than the lower limit SL1 of the normal region ΔS1, and the upper limit SU2 of the expanded region ΔS2 is set to a larger value than the upper limit SU1 of the normal region ΔS1. In this manner, the expanded region ΔS2 is expanded to be larger than the normal region ΔS1; as a result, it is possible to increase, the EV travelable distance.
As described above, when the frequency of execution of external charging is larger than the threshold value (when the user positively utilizes EV traveling by executing external charging), the electronic control unit 19 of this embodiment eases or reduces restrictions placed by the control operation, so as to expand the practical SOC region from the normal region ΔS1 to the expanded region ΔS2. Therefore, the user of the vehicle 10 can expand the practical SOC region and increase the EV travelable distance, by frequently executing external charging. As a result, it is possible to provide the user with an incentive to frequently carry out external charting so as to increase the EV travelable distance.
FIRST MODIFIED EXAMPLE
In the above-described embodiment, the incentive for external charging is provided by expanding the practical SOC region.
However, the incentive for external charging is not limitedly provided by expanding the practical SOC region. For example, the incentive for external charging may be provided by expanding at least one of a control use region (which will also be called “practical output region”) of output power of the power storage device 15, and a control use region (which will also be called “practical input region”) of input power of the power storage device 15.
FIG. 4 is a flowchart illustrating one example of a control routine executed by the electronic control unit 19 according to a first modified example when the electronic control unit 19 provides the user with the incentive for external charging.
The electronic control unit 19 determines whether the frequency of execution of external charging is larger than the threshold value (step S10). This step is the same as step S10 of FIG. 2, and therefore, will not be repeatedly described in detail.
If it is not determined that the frequency of execution of external charging is larger than the threshold value (NO in step S10), the electronic control unit 19 sets an upper-limit value Wout of the practical output region and an upper-limit value Win of the practical input region to normal values Wout1, Win1, respectively (step S24). As a result, the practical output region is restricted to a region equal to or smaller than the normal value Wout1, and the practical input region is restricted to a region equal to or smaller than the normal value Win1.
If it is determined that the frequency of execution of external charging is larger than the threshold value (YES in step S10), the electronic control unit 19 sets an upper-limit value Wout of the practical output region to an expanded value Wout2 that is larger in magnitude than the normal value Wout1, and sets an upper-limit value Win of the practical input region to an expanded value Win2 that is larger in magnitude than the normal value Win1. The electronic control unit 19 also in the user of the setting, using the HMI unit 18 (step S22).
FIG. 5 schematically shows one example of the upper-limit values Wout (normal value Wout1, expanded value Wout2) of the practical output region of the power storage device 15, and the upper-limit values Win (normal value Win1, expanded value Win2) of the practical input region of the power storage device 15. The normal values Wout1, Win1 shown in FIG. 5 are values set in step S24 of FIG. 4. The expanded values Wout2, Win2 shown in FIG. 5 are values set in step S22 of FIG. 4. In FIG. 5, the horizontal axis indicates the temperature of the power storage device 15, and the upper side of the vertical axis indicates the output power of the power storage device 15, while the lower side of the vertical axis indicates the input power of the power storage device 15.
The practical output region is a region in which the magnitude (in watts) of the output power of the power storage device 15 is equal to or smaller than the upper-limit value Wout (normal value Wout1 or expanded value Wout2). The practical input region is a region in which the magnitude (in watts) of the input power of the power storage device 15 is equal to or smaller than the upper-limit value Win (normal value Win1 or expanded value Win2).
The normal values Wout1, Win1 and the expanded values Wout2, Win2 are all restricted by control operation to values smaller in magnitude than those (Woutmax, Winmax) of the original potential.
However, the expanded value Wout2 is less restricted by control operation than the normal value Wout1. More specifically, the magnitude of the expanded value Wout2 is set to a larger value than the magnitude of the normal value Wout1. As a result, the practical output region in the case where the expanded value Wout2 is set is larger than the practical output region in the case where the expanded value Wout1 is set. Thus, acceleration power generated by the motor-generator can be increased.
Also, the expanded value Win2 is less restricted by control operation than the normal value Win1. More specifically, the magnitude of the expanded value Win2 is set to a larger value than the magnitude of the normal value Win1. As a result, the practical input region in the case where the expanded value Win2 is set is larger than the practical input region in the case where the normal value Win1 is set. Thus, regenerative power generated by the motor-generator can be increased, and a larger amount of regenerative power can be collected into the power storage device 15.
Accordingly, in the first modified example, the incentive for frequent execution of external charging can be given to the user, so as to increase the acceleration power and regenerative power generated by the motor-generator, and thus improve the driveability.
While both of the practical output region and practical input region of the power storage device 15 are expanded in the example of FIG. 4 and FIG. 5, either one of the practical output region and the practical input region may be expanded.
SECOND MODIFIED EXAMPLE
In the above embodiment, the “frequency of execution of external charging” used in the determination of step S10 of FIG. 2 is the number of times of execution of external charging over an immediate predetermined period. However, the frequency of execution of external charging is not limited to this.
For example, the ratio of the EV traveling distance, or the distance over which the vehicle 10 travels in the EV drive mode, to the sum of the EV traveling distance and the HV traveling distance, over an intermediate predetermined period may be used as the “frequency of execution of external charging”. In this case, if the traveling distance (the sum of the EV traveling distance and the HV traveling distance) in one trip (a period from startup of a vehicle system to the next stop of the system) is equal to or larger than the EV travelable distance (i.e., the distance over which the vehicle 10 is able to travel in the EV drive mode), the HV traveling distance during the trip may be excluded when the ratio of the EV traveling distance is calculated. In this manner, the ratio of the EV traveling distance can be prevented from being reduced due to long-distance traveling; therefore, it can be more properly determined whether the user positively utilizes EV traveling.
THIRD MODIFIED EXAMPLE
The vehicle 10 according to the above embodiment is a hybrid vehicle that can be externally charged, and can also travel with fossil fuel. However, the vehicle 10 may be a hybrid vehicle (fuel cell vehicle configured to be able to be externally charged) that can be externally charged, and can also travel using hydrogen as fuel.
The features of the above embodiment and the first to third modified examples may be combined as appropriate a long as there is no technical inconsistency.
It is to be understood that the embodiment and modified examples disclosed herein are exemplary and not restrictive in all respects. The range of this disclosure is defined by the appended claims, rather than the above description, and is intended to include all changes within the range of the claims and equivalents thereof.

Claims (7)

What is claimed is:
1. A hybrid vehicle comprising:
a power storage device storing electric power used for traveling;
a power receiving unit receiving electric power for use in external charging from outside the vehicle, the power storage device being configured to be externally charged with the electric power received by the power receiving unit; and
an electronic control unit being configured to execute a restricting operation to restrict a control use region of the power storage device, the control use region is a region defined by an upper-limit value and a lower-limit value of a parameter related to a state of the power storage device, the restriction operation restricts the parameter related to the state of the power storage device to be within the range of the upper limit value and the lower limit value of the control use region,
when a frequency of execution of the external charging is larger than a threshold value, the electronic control unit being configured to execute an expanding operation such that the control use region becomes larger than when the frequency of execution of the external charging is smaller than the threshold value, the expanding operation being an operation to expand the control use region of the power storage device by reducing the restriction placed by the restricting operation,
wherein the parameter related to the state of the power storage device is a state of charge of the power storage device.
2. The hybrid vehicle according to claim 1, wherein:
the restricting operation includes operation to restrict the control use region of the state of charge of the power storage device; and
the expanding operation includes operation to expand the control use region of the state of charge by reducing the restriction placed by the restricting operation.
3. A hybrid vehicle comprising:
a power storage device storing electric power used for traveling;
a power receiving unit receiving electric power for use in external charging from outside the vehicle, the power storage device being configured to be externally charged with the electric power received by the power receiving unit; and
an electronic control unit being configured to execute a restricting operation to restrict a control use region of the power storage device, the control use region is a region defined by an upper-limit value and a lower-limit value of a parameter related to a state of the power storage device, the restriction operation restricts the parameter related to the state of the power storage device to be within the range of the upper limit value and the lower limit value of the control use region,
when a frequency of execution of the external charging is larger than a threshold value, the electronic control unit being configured to execute an expanding operation such that the control use region becomes larger than when the frequency of execution of the external charging is smaller than the threshold value, the expanding operation being an operation to expand the control use region of the power storage device by reducing the restriction placed by the restricting operation,
wherein the parameter related to the state of the power storage device is an output power of the power storage device and an input power of the power storage device.
4. A method of controlling a hybrid vehicle,
the hybrid vehicle including a power storage device that stores electric power used for traveling, a power receiving unit that receives electric power for use in external charging from outside the vehicle, and an electronic control unit, the power storage device being configured to be externally charged with the electric power received by the power receiving unit,
the method of controlling comprising:
executing, by the electronic control unit, a restricting operation to restrict a control use region of the power storage device, the control use region is a region defined by an upper limit value and a lower limit value of a parameter related to a state of the power storage device, the restriction operation restricts the parameter related to the state of the power storage device to be within the range of the upper limit value and the lower limit value of the control use region; and
executing, by the electronic control unit, an expanding operation, when a frequency of execution of the external charging is larger than a threshold value, such that the control use region becomes larger than that when the frequency of execution of the external charging is smaller than the threshold value, the expanding operation being an operation to expand the control use region of the power storage device by reducing the restriction placed by the restricting operation,
wherein the parameter related to the state of the power storage device is (i) a state of charge of the power storage device or (ii) an output power of the power storage device and an input power of the power storage device.
5. The method according to claim 4, wherein:
the parameter related to the state of the power storage device is the state of charge of the power storage device;
the restricting operation includes operation to restrict the control use region of the state of charge of the power storage device; and
the expanding operation includes operation to expand the control use region of the state of charge by reducing the restriction placed by the restricting operation.
6. The method according to claim 4, wherein:
the parameter related to the state of the power storage device is the output power of the power storage device and the input power of the power storage device;
the restricting operation includes at least one of an operation to restrict the upper-limit value of the control use region of the output power of the power storage device, and an operation to restrict the upper-limit value of the control use region of the input power of the power storage device; and
the expanding operation includes at least one of an operation to expand the control use region of the output power by reducing the restriction placed by the restricting operation, and an operation to expand the control use region of the input power by reducing the restriction placed by the restricting operation.
7. The hybrid vehicle according to claim 5, wherein:
the restricting operation includes at least one of an operation to restrict the upper-limit value of the control use region of the output power of the power storage device, and an operation to restrict the upper-limit value of the control use region of the input power of the power storage device; and
the expanding operation includes at least one of an operation to expand the control use region of the output power by reducing the restriction placed by the restricting operation, and an operation to expand the control use region of the input power by reducing the restriction placed by the restricting operation.
US15/859,911 2017-01-19 2018-01-02 Hybrid vehicle and method of controlling the same Active 2038-06-14 US10807484B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017007458A JP2018114874A (en) 2017-01-19 2017-01-19 Hybrid vehicle
JP2017-007458 2017-01-19

Publications (2)

Publication Number Publication Date
US20180201149A1 US20180201149A1 (en) 2018-07-19
US10807484B2 true US10807484B2 (en) 2020-10-20

Family

ID=62838434

Family Applications (1)

Application Number Title Priority Date Filing Date
US15/859,911 Active 2038-06-14 US10807484B2 (en) 2017-01-19 2018-01-02 Hybrid vehicle and method of controlling the same

Country Status (3)

Country Link
US (1) US10807484B2 (en)
JP (1) JP2018114874A (en)
CN (1) CN108327705A (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112659982B (en) * 2020-04-03 2022-10-11 长城汽车股份有限公司 Energy management method and battery control system for plug-in fuel cell vehicle

Citations (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6546329B2 (en) * 1998-06-18 2003-04-08 Cummins, Inc. System for controlling drivetrain components to achieve fuel efficiency goals
US20030216847A1 (en) * 1998-06-18 2003-11-20 Bellinger Steven M. System for controlling an internal combustion engine in a fuel efficient manner
US20070255478A1 (en) * 2006-04-28 2007-11-01 Honda Motor Co., Ltd. Running control apparatus for vehicle
JP2009126456A (en) 2007-11-27 2009-06-11 Fujitsu Ten Ltd Controller for hybrid vehicle
US20100033132A1 (en) * 2006-08-31 2010-02-11 Yuji Nishi Control system of secondary battery and hybrid vehicle equipped with the same
JP2011131830A (en) 2009-12-25 2011-07-07 Mitsubishi Fuso Truck & Bus Corp Controller for hybrid electric vehicle
CN102883934A (en) 2010-04-07 2013-01-16 丰田自动车株式会社 Hybrid vehicle control device and hybrid vehicle provided with same
US20130015791A1 (en) * 2011-07-15 2013-01-17 Hatsumi Norihiko Regeneration control device of electrically powered vehicle
JP2013041324A (en) 2011-08-11 2013-02-28 Panasonic Corp Automobile invitation device, on-vehicle terminal device, automobile invitation method, and program therefor
US20130049973A1 (en) * 2010-05-14 2013-02-28 Toyota Jidosha Kabushiki Kaisha Device and method for controlling rechargeable battery
US20130073136A1 (en) * 2010-06-04 2013-03-21 Denso Corporation Hybrid vehicle and control method for the same
US8417408B2 (en) * 2006-04-28 2013-04-09 Honda Motor Co., Ltd. Drive control apparatus for hybrid vehicle
US20130113433A1 (en) * 2010-07-13 2013-05-09 Honda Motor Co., Ltd. Storage capacity management system
US20130307329A1 (en) * 2011-02-03 2013-11-21 Suzuki Motor Corporation Drive control apparatus and method for providing a drive control to a hybrid electric vehicle, and hybrid electric vehicle
US20130325237A1 (en) * 2010-03-31 2013-12-05 Honda Motor Co., Ltd. Control unit for vehicle driving system
JP2014015209A (en) 2013-09-12 2014-01-30 Toyota Motor Corp Hybrid vehicle control device
US20140163803A1 (en) * 2011-08-03 2014-06-12 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and control method thereof
US20140277892A1 (en) * 2011-11-11 2014-09-18 Taku Harada Hybrid drive system
US20160152224A1 (en) * 2014-11-27 2016-06-02 Toyota Jidosha Kabushiki Kaisha Control system for vehicle
US20160152227A1 (en) * 2013-07-11 2016-06-02 Toyota Jidosha Kabushiki Kaisha Control system for hybrid vehicle
US20170282726A1 (en) * 2016-03-30 2017-10-05 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008230409A (en) * 2007-03-20 2008-10-02 Toyota Motor Corp Hybrid vehicle and control method for hybrid vehicle
JP4341704B2 (en) * 2007-07-12 2009-10-07 トヨタ自動車株式会社 Hybrid vehicle and control method of hybrid vehicle
CN102834308B (en) * 2010-04-07 2015-07-22 丰田自动车株式会社 Hybrid-vehicle control device and hybrid vehicle provided therewith
CN102883933B (en) * 2010-04-07 2016-03-09 丰田自动车株式会社 The control setup of motor vehicle driven by mixed power and there is the motor vehicle driven by mixed power of this control setup
JP5920306B2 (en) * 2013-10-02 2016-05-18 トヨタ自動車株式会社 Hybrid vehicle and control method of hybrid vehicle

Patent Citations (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030216847A1 (en) * 1998-06-18 2003-11-20 Bellinger Steven M. System for controlling an internal combustion engine in a fuel efficient manner
US6944532B2 (en) * 1998-06-18 2005-09-13 Cummins, Inc. System for controlling an internal combustion engine in a fuel efficient manner
US6957139B2 (en) * 1998-06-18 2005-10-18 Cummins, Inc. System for controlling drivetrain components to achieve fuel efficiency goals
US6546329B2 (en) * 1998-06-18 2003-04-08 Cummins, Inc. System for controlling drivetrain components to achieve fuel efficiency goals
US8417408B2 (en) * 2006-04-28 2013-04-09 Honda Motor Co., Ltd. Drive control apparatus for hybrid vehicle
US20070255478A1 (en) * 2006-04-28 2007-11-01 Honda Motor Co., Ltd. Running control apparatus for vehicle
US7957884B2 (en) * 2006-04-28 2011-06-07 Honda Motor Co., Ltd. Running control apparatus for vehicle
US20100033132A1 (en) * 2006-08-31 2010-02-11 Yuji Nishi Control system of secondary battery and hybrid vehicle equipped with the same
JP2009126456A (en) 2007-11-27 2009-06-11 Fujitsu Ten Ltd Controller for hybrid vehicle
JP2011131830A (en) 2009-12-25 2011-07-07 Mitsubishi Fuso Truck & Bus Corp Controller for hybrid electric vehicle
US20130325237A1 (en) * 2010-03-31 2013-12-05 Honda Motor Co., Ltd. Control unit for vehicle driving system
US8983702B2 (en) * 2010-03-31 2015-03-17 Honda Motor Co., Ltd. Control unit for vehicle driving system
US20130030634A1 (en) 2010-04-07 2013-01-31 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle, and hybrid vehicle incorporating control device
CN102883934A (en) 2010-04-07 2013-01-16 丰田自动车株式会社 Hybrid vehicle control device and hybrid vehicle provided with same
US20130049973A1 (en) * 2010-05-14 2013-02-28 Toyota Jidosha Kabushiki Kaisha Device and method for controlling rechargeable battery
US20130073136A1 (en) * 2010-06-04 2013-03-21 Denso Corporation Hybrid vehicle and control method for the same
US20130113433A1 (en) * 2010-07-13 2013-05-09 Honda Motor Co., Ltd. Storage capacity management system
US20130307329A1 (en) * 2011-02-03 2013-11-21 Suzuki Motor Corporation Drive control apparatus and method for providing a drive control to a hybrid electric vehicle, and hybrid electric vehicle
US20130015791A1 (en) * 2011-07-15 2013-01-17 Hatsumi Norihiko Regeneration control device of electrically powered vehicle
US20140163803A1 (en) * 2011-08-03 2014-06-12 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and control method thereof
JP2013041324A (en) 2011-08-11 2013-02-28 Panasonic Corp Automobile invitation device, on-vehicle terminal device, automobile invitation method, and program therefor
US20140277892A1 (en) * 2011-11-11 2014-09-18 Taku Harada Hybrid drive system
US20160152227A1 (en) * 2013-07-11 2016-06-02 Toyota Jidosha Kabushiki Kaisha Control system for hybrid vehicle
JP2014015209A (en) 2013-09-12 2014-01-30 Toyota Motor Corp Hybrid vehicle control device
US20160152224A1 (en) * 2014-11-27 2016-06-02 Toyota Jidosha Kabushiki Kaisha Control system for vehicle
US20170282726A1 (en) * 2016-03-30 2017-10-05 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle

Non-Patent Citations (5)

* Cited by examiner, † Cited by third party
Title
A review of lithium-ion battery state of charge estimation, Hannan et al., from www.elsevier.com/locate/rser, Renewable and Sustainable Energy Reviews 78 (2017) 834-854. (Year: 2017). *
Assessing Electric Vehicle storage, flexibility, and Distributed Energy Resource potential; Graham Mills, Iain MacGill1 (Year: 2018). *
Electric Vehicle Aggregator/System Operator Coordination for Charging Scheduling and Services Procurement, Miguel A. Ortega-Vazquez ; François Bouffard ; Vera Silva; Published in: IEEE Transactions on Power Systems ( vol. 28 , Issue: 2 , May 2013 ); pp. 1806-1815 (Year: 2013). *
Improving the Regulation Range of EV Battery Chargers With L3C2 Resonant Converters; Navid Shafiei et al., IEEE Transactions on Power Electronics, vol. 30, No. 6, Jun. 2015. (Year: 2015). *
J. Clairand, J. Rodríguez-Garcia and C. Álvarez-Bel, "Smart Charging for Electric Vehicle Aggregators Considering Users' Preferences," in IEEE Access, vol. 6, pp. 54624-54635, 2018, doi: 10.1109/ACCESS.2018.2872725. (Year: 2018). *

Also Published As

Publication number Publication date
US20180201149A1 (en) 2018-07-19
JP2018114874A (en) 2018-07-26
CN108327705A (en) 2018-07-27

Similar Documents

Publication Publication Date Title
Geng et al. Energy management control of microturbine-powered plug-in hybrid electric vehicles using the telemetry equivalent consumption minimization strategy
US10351011B2 (en) Electric vehicle
Baisden et al. ADVISOR-based model of a battery and an ultra-capacitor energy source for hybrid electric vehicles
Chan et al. Electric, hybrid, and fuel-cell vehicles: Architectures and modeling
US8469857B2 (en) Vehicle and control method and control device for vehicle
Stockar et al. Optimal control for plug-in hybrid electric vehicle applications
Katrasnik et al. Analysis of energy conversion efficiency in parallel and series hybrid powertrains
KR101500080B1 (en) Method for controlling LDC in regenerative braking of eco-friendly vehicle
US10434896B2 (en) Method and apparatus for charging auxiliary battery of vehicle including driving motor
US10604144B2 (en) Method and apparatus for controlling power of mild hybrid electric vehicle
Sorrentino et al. A specification independent control strategy for simultaneous optimization of fuel cell hybrid vehicles design and energy management
Liu et al. Design methodology of hybrid electric vehicle energy sources: Application to fuel cell vehicles
US10807484B2 (en) Hybrid vehicle and method of controlling the same
KR101498698B1 (en) Driving Control Apparatus Changing Driving Mode for Extending Distance
Marc et al. Sizing and fuel consumption evaluation methodology for hybrid light duty vehicles
CN209176669U (en) A kind of range extender of electric vehicle start-stop control system
Wozniak Hybrid Electric Vehicle Battery-Ultracapacitor Energy Management System Design and Optimization
JP2009273326A (en) Control device for accumulator
Shahverdi et al. A hybrid electric vehicle with minimal energy storage system
Chen et al. Truncated battery power following strategy for energy management control of series hybrid electric vehicles
JP2020103006A (en) Vehicular charging control system
CN109080625A (en) Range extender of electric vehicle start-stop control system
Manzie et al. State of charge management for plug in hybrid electric vehicles with uncertain distance to recharge
Shams-Zahraei et al. A study on plug-in hybrid electic vehicles
Neglur et al. Effect of battery capacity on the performance of plug-in hybrid electric vehicles

Legal Events

Date Code Title Description
AS Assignment

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:KINOMURA, SHIGEKI;REEL/FRAME:044975/0793

Effective date: 20171211

FEPP Fee payment procedure

Free format text: ENTITY STATUS SET TO UNDISCOUNTED (ORIGINAL EVENT CODE: BIG.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: RESPONSE TO NON-FINAL OFFICE ACTION ENTERED AND FORWARDED TO EXAMINER

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STCF Information on status: patent grant

Free format text: PATENTED CASE

CC Certificate of correction
FEPP Fee payment procedure

Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY